International Journal of Trend in Scientific Research and Development (IJTSRD)
International Open Access Journal | www.ijtsrd.com
ISSN No: 2456 - 6470 | Volume - 3 | Issue – 1 | Nov – Dec 2018
Modelling and Simulation of Some Combustion Parameters
(Intport-1 and Intvalve-1) using Gt-Power Engine Simulation
Software with Biodiesel-Ethanol-Diesel Blends as Fuel
I. Yahuza1, H. Dandakouta1, M. H. Ibrahim2, D. Y. Dasin3
1
Department of Automotive Engineering, 2Department of Mechanical/Production Engineering
1,2
Abubakar Tafawa Balewa University, Bauchi, Nigeria
3
Department of Mechanical Engineering, Modibbo Adama University of Technology, Yola, Nigeria
ABSTRACT
Biodiesel-Ethanol-Diesel blends are believed to be
able to improve the combustion characteristics since
biodiesel, ethanol, and diesel have different fuel
characteristics. A model was developed using GTPOWER, an engine cycle simulation for a biodieselethanol-diesel (BED) fueled direct injection
compression ignition engine corresponding to a 4.5
liter, TecQuipment TD115 MK-II single-cylinder
diesel engine was used. At selected operating
conditions, Intport-1 and Intvalve-1combustion
parameters of the engine at constant load of 1000 g at
various speeds of 1760 rpm, 1840 rpm, 1920 rpm,
2000 rpm and 2080 rpm were investigated. Results of
the static pressure in Intport-1 for BED30 were
compared with those obtained with the diesel and
found to have the same trends for all the speed
conditions, there was a significant pressure drop to
less than 2.40 bar within the compression region and
rises up above 2.40 bar before the power stroke
region. The power and exhaust regions maintained the
same trends of pressure fluctuations for both the
diesel and BED30. Results of mass flow rate for the
same Intport-1 show a steady increase of the
maximum mass flow rate with speed, showing the
lowest value of 0.18 kg/s for BED30 and 0.17 kg/s for
diesel at 1760 rpm. The results of the average sub
volume velocity (centroid) and diesel in Intport-1 for
all speeds followed the same trend with the mass flow
rate, but with smoother path at power and exhaust
strokes. At the intake region the movement of the
charges rise up for all the speed conditions, and
reached a peak value of 56.8 m/s at 1760 rpm, 59.1
m/s at 1840 rpm, 62.7 m/s at 1920 rpm, 64.0 m/s at
2000 rpm and 71.1 m/s at 2080 rpm. The Mass flow
rate at the intvalve-1 results showed that at all the
speed conditions, the maximum value of lift was at
2600 BDC. Simulated pressure diagram and heat
release curves for all speed conditions obtained with
BED30 showed good agreement with the results
obtained with diesel.
Key Words: Modeling, Simulation, Combustion,
Biodiesel, Ethanol
1. INTRODUCTION
Compression ignition, direct injection engines have
dominated the field of heavy-duty vehicles and marine
transportations for a long time, and are increasingly
being applied in light-duty vehicles in the past 40
years (International Energy Agency, [1]. Compression
ignition engines (e.g. diesel engine) when compared
with the spark ignition engine (e.g. gasoline engine),
the diesel engine has considerably higher thermal
efficiency due to its lean combustion, with a higher
compression ratio and lack of throttle. However, the
major fuel source for diesel engine, the petroleum
based fuel, is depleting at a very rapid rate. [1]
reported that tremendous effort to search for
alternative fuels has been made in the past several
decades; numerous alternative fuels have been studied
and tested, including hydrogen, coal, dimethyl ether
(DME), biodiesel, etc. However, due to several certain
established end-use requirements, such as availability,
supply, safety, cost-efficiency, etc., only a few
candidates remain active for testing and research
nowadays.
Fossil fuel contributes 80% of the world’s energy
needs and most industries use diesel machines for the
production process [2]. In the transportation sector,
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private vehicles, buses, trucks, and ships also
consume significant amounts of diesel and gasoline.
This situation leads to a strong dependence of
everyday life on fossil fuels. However, the growth of
the population is not covered by domestic crude oil
production [3]. The emission produced by the
combustion of fossil fuels also contributes to the air
pollution and global warming [4, 5]. Hence,
renewable and clean alternative fuels have received
increasing attention for current and future utilization.
[6] Reported that biodiesel as one of the promising
alternatives to fossil fuel for diesel engines, has
become increasingly important due to environmental
consequences of using petroleum fuels in diesel
engines and the decreasing petroleum resources.
Biodiesel can be produced by chemically combining
any natural oil or fat with an alcohol such as methanol
or ethanol. Methanol has been the most commonly
used alcohol in the commercial production of
biodiesel [7]. Lots of researches on biodiesel have
shown that the fuel made from vegetable oil can be
used properly in diesel engines. [8] found that the
energy density of biodiesel is quite close to that of
regular diesel.
Moreover, the use of ethanol blended with diesel was
a subject of research in the 1980s and it was shown
that ethanol–diesel blends were technically acceptable
for the existing diesel engines. The relatively high
cost of ethanol production at that time meant that the
fuel could only be considered in cases of fuel
shortages. Recently, the economics have become
much more favourable in the production of ethanol
and it is able to compete with standard diesel.
Consequently, there has been renewed interest in the
ethanol–diesel blends with particular emphasis on
emissions reductions. An additional factor that makes
ethanol attractive as a fuel substitute is that it is a
renewable resource.
In modern engine research and study, using hardware
experiments alone would be very expensive and timeconsuming, and many cause and effect relationships
implicit in the test results are often hard to interpret.
On the other hand, modelling and simulation
approaches, although less precise in predicting the
outcome of a specific test, could effectively isolate
one variable at a time and conduct parametric studies
on it. Therefore, simulation could point out causeeffect relationships more clearly, and a validated
model could be a very useful tool to study new type of
engines or engines running with new type of fuels.
Since people still don’t have a very clear
understanding on the effect of using biodieselethanol-diesel blends on a diesel engine, through
experimental study, a simulation study of the blends is
necessary.
GT-POWER is the market leading engine simulation
software, used by every major engine manufacturer
for the design and development of their engines. It is a
part of GT-SUITE, software of Gamma Technologies.
GT-POWER counts on two main powerful tools
called GT-ISE (Integrated Simulation Environment)
that builds, executes, and manages the simulation
process; and GT-POST, a post-processing tool that
provides access to all the plot data generated by the
simulation (GT-Power, 2013).
2. MATERIALS AND METHODS
2.1 Materials
Ethanol
The chemical formula for ethanol is C2H5OH,
sometimes written EtOH or C2H6O. It is also known
under the names ethyl alcohol or hydroxyethane and
is the type of alcohol found in alcoholic beverages.
Ethanol is a rather simple organic molecule consisting
of a group of carbon and hydrogen atoms, with a
hydroxyl group (oxygen and a hydrogen atom)
attached. The ethanol molecule is small and light,
having a molecular weight of 46 g/mol [9]. The
ethanol used in the research was produced from
sawdust of Masonia (Masonia Altissama) wood using
simultaneous saccharification and fermentation (SSF)
processes.
Biodiesel
Biodiesel is a clean burning alternative fuel produced
from domestic, renewable resources such as plant oils,
animal fats, used cooking oil and even from algae
[10]. Biodiesel contains no petroleum, but can be
blended at any level with petroleum diesel to create a
biodiesel blend [11]. Biodiesel blends can be used in
compression ignition engines with little or no
modifications [12]. The biodiesel used was produced
from neem oil, which was extracted from neem seeds
(Azadirachta indica) by transesterification method.
Diesel fuel
Diesel fuel in general is any liquid fuel used in diesel
engines, whose fuel ignition takes place without any
spark as a result of compression of the inlet air
mixture and then injection of fuel [13]. The average
chemical formula for common diesel fuel is C12H23,
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ranging approximately from C10H20 to C15H28. The
diesel fuel used for this research was purchased at
AYM Shafa filling station along Abubakar Tafawa
Balewa Road, near Yelwa Bauchi, Nigeria.
GT-POWER Engine Simulation Software
GT-POWER is the industry standard engine
performance simulation, used by all major engine
manufacturers and vehicle operators. GT-POWER is
used to predict engine performance quantities such as
power, torque, airflow, volumetric efficiency, fuel
consumption,
turbocharger
performance
and
matching, and pumping losses, to name just a few.
Beyond basic performance predictions, GT-POWER
includes physical models for extending the predictions
to include cylinder and tailpipe-out emissions, intake
and exhaust system acoustic characteristics (level and
quality), in-cylinder and pipe/manifold structure
temperature, measured cylinder pressure analysis, and
control system modelling. Standard GT-POWER
engine models are easily converted to realtime capable models for software in the loop (SiL) or
hardware in the loop (HiL) simulations. These models
may also be included in a full system level simulation
within GT-SUITE to provide accurate and physically
based engine boundary conditions to the rest of the
vehicle [14].
In this research work, the GTise Huge v7.4.0 version
(one of the suites in GT-POWER package) was used,
which includes various solutions for modelling
combustion and emissions.
2.2 Methods
Blending of the samples
The biodiesel, the ethanol and the diesel were blended
in dry flask equipped with a magnetic stirrer. The
biodiesel-ethanol-diesel blends were produced with
(%, v/v) 5, 10, 15, 20, 25, 30 and 35% ethanol with
85, 80, 75, 70, 65, 60 and 55% diesel, and biodiesel
was kept at 10% throughout. Thus, the blends were
labelled as BED5, BED10, BED15, BED20, BED25,
BED30 and BED35, respectively.
Modelling and simulation of engine combustion
analyses
The 1D numerical analyses of GTise Huge package
was used to model and simulate the single cylinder
diesel engine. Using the modelling tool of GTPOWER, engine cycle simulation for biodieselethanol-diesel fuels and the engine specifications for
the test rig, a compression ignition engine was
modeled into the GT-POWER software to reflect the
single cylinder diesel engine. The data which were
obtained from the tests of the physico-chemical
properties and engine performance as reported by [15]
were used to validate the model and obtain the
combustion analyses results.
GT-ISE was opened on the PC, the following path
was followed: Start → Programs → GTI Applications
Group → GTise Huge v7.4.0, from the “Run” menu
in GT-POWER, the “Case Setup” was entered; the
engine speed of 1760 rpm value was set as Case 1 in
the model. Same path was followed to create other
cases with 1840 rpm, 1920 rpm, 2000 rpm and 2080
rpm, hence to accomplish this, the “Append Case”,
was clicked on.
The parameter “CASE” was clicked on, and in the
description of Case 1, Case 2, Case 3, Case 4 and
Case 5, the speed values “1760 rpm” “1840 rpm”,
“1920 rpm”, “2000 rpm” and “2080 rpm” respectively
were typed and the “OK” button was clicked. The
blue icon was clicked to “Run the Simulation” Preprocessor, when there were “no errors” the yellow
icon was clicked to run the Simulation. The model has
run successfully, from the Run menu “Open GTPOST” was selected and the results were viewed with
GT-POST.
Model for combustion analyses in GT-POWER
The modelling format in GT-ISE which uses an
object-oriented structure was used to develop the
engine model for the combustion analyses. The
structure is comprised of a three-level hierarchy, viz:
Templates, Objects and Parts.
Templates are provided which contain the unfilled
attributes needed by the model within the program.
The templates are made into objects, and when
components and connection objects are placed on the
project map they become parts and inherit their values
from their parent objects. Eleven templates were
developed for the purpose of developing the single
cylinder compression engine. The templates are: inlet
environment, intake runner, intake port, intake and
exhaust valves, cylinder, fuel injector, exhaust port
and runner, outlet environment and engine crank train.
After creating all the templates listed above, the parts
were placed on the project map and components were
connected together as shown in Plate I. Each object
that is seen on the map is now an individual part. GT-
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ISE automatically assigns a name to each part as it is
placed on the map.
Plate I: Engine model from GT-power software
Running the simulation of the model in GTPOWER
Since the model was fully built, the case specific
input, type of simulation and the desired output were
described in the settings menu of the GT-ISE. The
model was run using the Run Simulation button on the
GT-ISE toolbar and the model was automatically
saved for future used. Plate II shows the sample of the
simulation window and Plate III presents the results of
the simulation. The results were viewed and extracted
using the Open GT-POST button on the GT-ISE
toolbar and the filename of the .gdx file with the same
file name as the model was selected so that the GTPOST post processing program was launched
automatically in a new window. The available plots in
the cylinder for combustion analyses were illustrated
in Plate IV.
Plate II: Completed output of the simulation window
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Plate III: Results of the simulated model
Plate IV: Available plots for combustion analyses
BED30 Combustion in GT-POWER
[15], reported the performance evaluation results and
exhaust emission characterization of BED30 as the
best among the remaining blends when compared with
diesel. Hence, BED30 was used for combustion
analyses in the GT-POWER. Parameters for
combustion analyses were generated from four (4)
sections in the model, which include: intport-1,
intvalve-1, cylinder-1 and exhvalve-1. Only intport-1
and intvalve -1 was considered for this article.
In the intport-1, three (3) parameters were
investigated that include pressure (static), mass flow
rate (at the boundary) and average sub-volume
velocity (centroid). At the intvalve-1, two (2)
parameters were investigated which include mass
flow rate and valve lift.
3. RESULTS AND DISCUSSIONS
The results of the combustion analyses were generated
after running the simulation of the single cylinder
diesel engine model was fuelled with BED30. The
parameters were generated from the four sections of
the engine model.
3.1 Intport-1
Pressure (static)
The static pressures at the intport-1 for diesel and
BED30 were generated and presented in Figures 1 and
2 respectively. The results of the static pressure for
BED30 were compared with those obtained with the
diesel and found to have the same trends for all the
speed conditions. For all the cases, the pressure drops
to less than 2.40 bar within the compression region
and rises up above 2.40 bar before the power stroke
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region. This agrees with the study carried out by Tat
et al. (2013). From 0 to 3600 (between power and
exhaust strokes) the pressure fluctuates with uniform
trends for all the speeds conditions and after 3600
TDC the pressure drops drastically to allow a new
intake, which is in conformity with the report of Tat et
al. reported in 2013. From the Figures, it can be seen
that after -1800C BDC the pressures drop drastically
for the cases and at the middle of compression the
pressures rise. This is an indication that the charges
are packed and ready to ignite before the power stroke
(between 00 TDCF and 1800 BDC). Also, it can be
seen that the pressure drops to the lowest level after
3600C TDC to allow new intake of charge after which
the piston returns to the full BDC. The power and
exhaust regions maintained the same trends of
pressure fluctuations for both the diesel and BED30,
this confirmed the results reported by [16].
Figure 1: Variation of static pressure with crank angle
for the BED30 at various speeds
Figure 2: Variation of static pressure with crank angle
for the diesel at various speeds
Mass flow rate (at the boundary)
Figure 3 shows the variations of the mass flow rate
with the crank angle at the speeds of 1760 rpm, 1840
rpm, 1920 rpm, 2000 rpm and 2080 rpm for BED30,
while Figure 4 shows variations of mass flow rate
with crank angle for diesel. For the BED30, the results
showed that the mass flow rate from -1800 BDC to the
nearly middle of the compression region is negative,
and maintains zero value all through the power and
exhaust strokes. The same trends were noticed for
diesel and it is evident that the intake valve is closed
during these processes. For both BED30 and diesel,
intake valve opens at 3600 TDC to allow fuel to flow
into the combustion chamber with the maximum value
of 0.211 kg/s at the speed of 2080 rpm. On the other
hand, for diesel the intake valve closes at 537.90 TDC
while for BED30 it closes at 539.40 TDC at the speed
of 2080 rpm. The results show a steady increase of the
maximum mass flow rate with speed, showing the
lowest value of 0.18 kg/s for BED30 and 0.17 kg/s for
diesel at 1760 rpm. This verifies the hypothesis of Tat
et al. (2013) that a mass flow rate at the boundary, to
support proper combustion in CI engines, should have
the values between 0.17 kg/s to 0.222 kg/s (0.17 kg/s
•
 m  0.222 kg/s). The mass flow rates are below zero
starting from -1800 BDC up to the middle of the
compression region and maintained 0.00 kg/s
throughout the power and exhaust regions for the
speed conditions. This agrees with results presented
for the pressure against crank angle (Figures 1 and 2).
After the exhaust region (3600 TDC), the mass flow
rates for all the speed conditions rise to its peak values
at the intake region to allow more flow of fuel into the
combustion chamber (0.175 kg/s at 1760 rpm, 0.180
kg/s at 1840 rpm, 0.195 kg/s at 1920 rpm, 0.212 kg/s
at 2000 rpm and 0.220 kg/s at 2080 rpm).
Figure 3: Variation of mass flow rate (intport-1) with
crank angle for the BED30 at various speeds
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Figure 4: Variation of mass flow rate (intport-1) with
crank angle for the diesel at various speeds
Average sub-volume velocity (centroid)
Figure 5 shows the results of the average sub volume
velocity (centroid) for speeds of 1760 rpm, 1840 rpm,
1920 rpm, 2000 rpm and 2080 rpm at constant load of
1000 g for BED30, while Figure 6 shows the results
for diesel. Both results followed the same trend with
the mass flow rate, but with smoother path at power
and exhaust strokes. At the intake stroke the values of
the velocities in m/s are higher due to the influence of
charge addition into the combustion chamber. The
velocities for all the speed conditions returned to zero
after the intake valve closed (at 5400BDC). The
velocity in m/s indicates the movement of the charge
particles from the nozzles in to the combustion
chamber. The power and exhaust regions maintained
0 m/s of the velocity indicating zero movement of the
charge particles (00 TDCF to 3600 TDC) as presented
in Figures 5 and 6. At the intake region the movement
of the charges rise up for all the speed conditions, and
reached a peak value of 56.8 m/s at 1760 rpm, 59.1
m/s at 1840 rpm, 62.7 m/s at 1920 rpm, 64.0 m/s at
2000 rpm and 71.1 m/s at 2080 rpm.
Figure 6: Variation of average sub-volume velocity
(centroid) with crank angle for the diesel at various
speeds
3.2 Intvalve-1
Mass flow rate at the intvalve-1
Figures7 and 8 show the results for the mass flow rate
of BED30 and diesel respectively. It can be seen that
from -1800 BDC down to 1300 TDCF the mass flow
rate maintained zero value for BED30, while for
diesel the values are -1810 BDC down to 129.50
TDCF. The valve opened towards the end of the
power stroke for all the cases and returned to the zero
position at 5400 BDC. The results showed that at all
the speed conditions, the maximum value of lift was
at 2600 BDC, this agreed with the results reported by
[16].
Figure 7: Variation of mass flow rate (intvalve-1 port)
with crank angle for the BED30 at various speeds
Figure 5: Variation of average sub-volume velocity
(centroid) with crank angle for the BED30 at various
speeds
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Figure 8: Variation of mass flow rate (intvalve-1 port)
with crank angle for the diesel at various speeds
Valve lift at the intvalve-1
Figure 9 shows the plots of valve lift in mm with the
crank angle in degrees against crank angles for
BED30 and diesel at the intvalve-1 of the model for
the speeds conditions. While Figure 10 shows the
variations of valve lift with crank angle at different
speeds of the engine when run on diesel fuel.
Figure 9: Variation of valve lift (intvalve-1) with
crank angle for the BED30 at various speeds
4. CONCLUSION
A quasi-dimensional, multi-zone engine model of
single cylinder four stroke compression-ignition
engine was developed using GT-POWER software
and applied to study the engine combustion
characteristics with both reference diesel fuel and
biodiesel-ethanol-diesel fuel. The engine model was
calibrated for both diesel and biodiesel-ethanol-diesel
fuels and the following conclusions were drawn.
1) The maximum value of pressure of 108.5 bar
occurred at 11.20 TDCF for 2080 rpm while the
minimum value of 2.1 bar was found at 404.20
TDC for 1760 rpm when the simulation was
conducted with BED30. This minimum value
remains almost the same for all the speed
conditions up to the end of the combustion
process;
2) For BED30, from 0 to 3600 of crank angle
(between power and exhaust strokes) the pressure
fluctuates with uniform trends for all the speeds
conditions and after 3600 TDC the pressure drops
drastically to allow a new intake, which is in
conformity with what Tat et al. (2013) in their
work;
3) The results show a steady increase of the mass
flow rate with speeds, with the lowest values of
0.18 kg/s for BED30 and 0.17 kg/s for diesel at
1760 rpm. This testifies the hypothesis of Tat et
al. (2013) that the mass flow rate at the boundary
for proper combustion in CI engine should have
the values between 0.17 kg/s to 0.222 kg/s;
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